1993 CHEVROLET DYNASTY oil level

FRONT SUSPENSION SERVICE PROCEDURES INDEX
page page
Ball Joints .............................. 13
Hub and Bearing Assembly ................. 20
Knuckle (Front Suspension) ................. 16
Lower Control Arm ....................... 10
Lower Control Arm Pivot Bushings ........... 11 Shock Absorbers (Strut Damper)
............. 10
Strut Damper Assembly ..................... 7
Suspension Coil Springs .................... 9
Sway Bar .............................. 14
Wheel Alignment .......................... 5
WHEEL ALIGNMENT
Front wheel alignment is the proper adjustment of
all interrelated front suspension angles. These angles
are what affects the running and steering of the
front wheels of the vehicle. The method of checking front alignment will vary
depending on the type of equipment being used. The
instructions furnished by the manufacturer of the
equipment should always be followed. With the ex-
ception that the alignment specifications recom-
mended by Chrysler Corporation be used. There are six basic factors which are the founda-
tion to front wheel alignment. These are height,
caster, camber, toe-in, steering axis inclination and
toe-out on turns. Of the six basic factors only camber
and toe in are mechanically adjustable (Fig. 1)
CAUTION: Do not attempt to modify any suspen-
sion or steering components by heating or bending
of the component.
Wheel alignment adjustments and checks should be
made in the following sequence. (1) Camber
(2) Toe
Camber is the number of degrees the top of the
wheel is tilted inward or outward from true vertical.
Inward tilt is negative camber. Outward tilt is posi-
tive camber. Excessive camber is a tire wear factor: negative
camber causes wear on the inside of the tire, while
positive camber causes wear to the outside. Toe
is measured in degrees or inches and is the
distance the front edges of the tires are closer (or far-
ther apart) than the rear edges. See Front Wheel
Drive Specifications for Toesettings.
PRE-ALIGNMENT
Before any attempt is made to change or correct
the wheel alignment factors. The following inspection
and necessary corrections must be made on those
parts which influence the steering of the vehicle. (1) Check and inflate tires to recommended pres-
sure. All tires should be the same size and in good
condition and have approximately the same wear.
Note type of tread wear which will aid in diagnosing,
see Wheels and Tires, Group 22. (2) Check front wheel and tire assembly for radial
runout. (3) Inspect lower ball joints and all steering link-
age for looseness. (4) Check for broken or sagged front and rear
springs. Front suspension must only be checked after the
vehicle has had the following checked or adjusted.
Tires set to recommended pressures, full tank of fuel,
no passenger or luggage compartment load and is on
a level floor or alignment rack. Just prior to each alignment reading. The vehicle
should be bounced (rear first, then front) by grasping
bumper at center and jouncing each end an equal
number of times. Always release bumpers at bottom
of down cycle.
Ä SUSPENSION AND DRIVESHAFTS 2 - 5

SERVICE ADJUSTMENTS INDEX
page page
Adjusting Rear Service Brakes ............... 4
Bleeding Brake System ..................... 6
Brake Hose and Tubing ................... 11
Master Cylinder Fluid Level .................. 4 Stop Lamp Switch Adjustment (All Vehicles)
.... 13
Test for Fluid Contamination ................. 7
Testing Application Adjuster Operation ......... 6
Wheel Stud Nut Tightening .................. 7
MASTER CYLINDER FLUID LEVEL
ALL EXCEPT AC/AY BODY WITH ABS
Check master cylinder reservoir brake fluid level a
minimum of twice a year. Master cylinder reservoirs are marked with the
words fill to bottom of rings indicating proper fluid
level (Fig. 1). If necessary, add fluid to bring the level to the bot-
tom of the primary reservoir split ring. Use only Mopar tbrake fluid or an equivalent from
a sealed container. Brake fluid must conform to DOT
3, specifications. DO NOT use brake fluid with a lower boiling
point, as brake failure could result during prolonged
hard braking. Use only brake fluid that was stored in a tightly-
sealed container. DO NOT use petroleum-based fluid because seal
damage in the brake system will result.
AC AND AY BODY WITH ANTI-LOCK BRAKES
The hydraulic assembly is equipped with a plastic
fluid reservoir with a filter/strainer in the filler neck
of the reservoir. The Anti-Lock brake system requires that the hy-
draulic accumulator be de-pressurized whenever
checking the brake fluid level. To check the brake
fluid level, the following procedure should be used: (1) With the ignition switch turned to the off position
and key removed. De-pressurize hydraulic accumula-
tor by applying brake pedal approximately 40 times,
using a pedal force of approximately 220 N (50 lbs.). A
noticeable change in pedal feel will occur when accu-
mulator is de-pressurized. Continue to apply brake
pedal several times after this change in pedal feel
occurs to insure that brake system is fully de-
pressurized. (2) Thoroughly clean both reservoir caps and sur-
rounding area of reservoir, (Fig. 2) before removing
caps. This is to avoid getting dirt into the reservoir and
contaminating the brake fluid. (3) Inspect the brake fluid to see if it is at the proper
level, see instructions on top of reservoir. (FILL TO
TOP OF WHITE SCREEN ON FRONT
FILTER/STRAINER.) (4) Fill reservoir with brake fluid to top of screen
(Fig. 3) on the filter/strainer located in brake fluid
reservoir. Only use brake fluid conforming to DOT 3
specifications such as Mopar tor equivalent.
(5) Replace brake fluid reservoir caps.
ADJUSTING REAR SERVICE BRAKES
Normally, self adjusting drum brakes will not
require manual brake shoe adjustment. Al-
though in the event of a brake reline it is advis-
able to make the initial adjustment manually to
speed up the adjusting time. (1) Raise the vehicle so all wheels are free to turn.
See Hoisting Recommendations in the Lubrication And
Maintenance Section, at the front of this service
manual. (2) Remove rear brake adjusting hole rubber plug
(Fig. 4), from the rear brake shoe support plate. (3) Be sure parking brake lever is fully re-
leased. Then back off parking brake cable adjust-
ment so there is slack in the cable. (4) Insert Brake Adjuster, Special Tool C-3784, (Fig.
5) or equivalent through the adjusting hole in support
plate and against star wheel of adjusting screw. Move
handle of tool upward until a slight drag is felt when
the road wheel is rotated. (5) Insert a thin screwdriver or piece of welding rod
into brake adjusting hole (Fig. 5). Push adjusting lever
out of engagement with star wheel. Care
Fig. 1 Master Cylinder Fluid Level (All Except AC/AY
Body W/ABS)
5 - 4 BRAKES Ä

expel all the trapped air. Be sure to monitor the fluid
level in the pressure bleeder. It must stay at the
proper level so air will not be allowed to reenter the
brake system through the master cylinder.
BLEEDING WITHOUT A PRESSURE BLEEDER
If a pressure bleeder is not available. A good brake
fluid flow can be obtained by manual bleeding of the
brake hydraulic system, following these steps. Manual bleeding of the brakes hydraulic sys-
tem will require the aid of a helper to correctly
perform manual brake bleeding procedure. The following wheel sequence for bleeding the
brake hydraulic system should be used to ensure ad-
equate removal of all trapped air from the hydraulic
system. ²
Right rear wheel
² Left front wheel
² Left rear wheel
² Right front wheel
(1) Pump the brake pedal three or four times and
hold it down before the bleeder screw is opened. (2) Then open the bleeder screw at least 1 full
turn. When the bleeder screw opens the brake pedal
will drop all the way to the floor. (3) Release the brake pedal only afterthe bleeder
screw is closed. (4) Repeat steps 1 through 3, four or five times, at
each bleeder screw. This should pass a sufficient
amount of fluid to expel all the trapped air from the
brake system. Be sure to monitor the fluid level in
the master cylinder, so it stays at a proper level so
air will not reenter the brake system through the
master cylinder. Test drive vehicle to be sure brakes are operating
correctly and that pedal is solid.
TEST FOR FLUID CONTAMINATION
Indications of fluid contamination are swollen or
deteriorated rubber parts. Swollen rubber parts indicate the presence of petro-
leum in the brake fluid. To test for contamination, put small amount of
drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil contamination. If contaminated, drain and thoroughly flush sys-
tem. Replace master cylinder, proportioning valve,
caliper seals, wheel cylinder seals and all hoses.
WHEEL STUD NUT TIGHTENING
When tightening wheel stud nuts, a criss-cross
tightening sequence should be followed (Fig. 9).
Tighten all stud nuts to one-half specified torque.
Repeat, fully tightening to 129 N Im (95 ft. lbs.).
Fig. 9 Wheel Stud Nut Tightening Sequence
Fig. 7 Proper Method for Purging Air From Brake
System (Typical)
Fig. 8 Open Bleeder Screw at Least One Full Turn (Typical)
Ä BRAKES 5 - 7

The primary functions of the (CAB) are:
² (1) Detect wheel locking tendencies.
² (2) Control fluid modulation to the brakes while in
Anti-Lock mode.
² (3) Monitor the system for proper operation.
² (4) Provide communication to the DRB II while in
diagnostic mode. The (CAB) continuously monitors the speed of each
wheel, through the signals generated at the Wheel
Speed Sensors, to determine if any wheel is begin-
ning to lock. When a wheel locking tendency is de-
tected, the (CAB) will isolate the master cylinder
from the wheel brakes. This is done by activating the
Isolation Valves. The (CAB) then commands the ap-
propriate Build or Decay valves to modulate brake
fluid pressure in some or all of the hydraulic circuits.
The fluid used for modulation comes from the booster
servo circuit. The (CAB) continues to control pres-
sure in individual hydraulic circuits until a locking
tendency is no longer present. The (ABS) system is constantly monitored by the
(CAB) for proper operation. If the (CAB) detects a
fault, it can disable the Anti-Lock braking function.
Depending on the fault, the (CAB) will light one or
both of the brake warning lamps. The (CAB) contains a System Diagnostic Program
which triggers the brake system warning lamps
when a system fault is detected. Faults are stored in
a diagnostic program memory. There are 19 fault
codes that may be stored in the (CAB) and displayed
through the DRB II. These fault codes will remain in
the (CAB) memory even after the ignition has been
turned off. These fault codes will remain in memory
until they are cleared with the DRB II, or automati-
cally erased from the memory after (50) ignition
switch on/off cycles.
CONTROLLER ANTI-LOCK BRAKE (INPUTS)
² Four wheel speed sensors.
² Boost pressure transducer.
² Primary pressure transducer.
² Low fluid level switch.
² Differential pressure switch.
² Parking brake switch.
² Dual function pressure switch (warning pressure
only)
² Stop lamp switch.
² Ignition switch.
² System relay voltage.
² Ground.
² Low Accumulator
CONTROLLER ANTI-LOCK BRAKE (OUTPUTS)
²Ten modulator valves-3 decay, 3 build and 4 isola-
tion.
² Red Brake warning lamp.
² Amber Anti-Lock Warning Lamp.
² System relay actuation. ²
Diagnostic communication.
ABS SYSTEM DIAGNOSTIC CONNECTOR
The Bendix Anti-Lock system diagnostic connector
is located under the lower dash panel or in the area
of the fuse box (Fig. 8). The fuse box is located be-
hind the access panel that is on the bottom portion of
the dash panel, left of the steering column. The diag-
nostics connector is a blue 6 way connector.
ANTI-LOCK SYSTEM RELAYS AND WARNING
LAMPS
PUMP/MOTOR RELAY
Pump/Motor power is supplied by the Pump/Motor
Relay. The Pump/Motor relay is located inside the
Power Distribution Center (PDC). The relay coil is
energized by a ground from the Dual Function Pres-
sure Switch. See (Fig. 9) for the location of the pump/
motor relay in the (PDC).
SYSTEM RELAY
The (ABS) Modulator Valves and Anti-Lock Warn-
ing Lamp Relay are controlled through a System Re-
lay. The System relay is located on the top left inner
fender behind the headlight (Fig. 10). The system re-
lay provides power to the (CAB) for modulator valve
operation (pins 47 and 50) after the start-up cycle
when the ignition is turned on.
ANTI-LOCK WARNING LAMP RELAY
The Anti-Lock Warning Lamp is controlled by the
Yellow Light Relay. See (Fig. 10) for location behind
the left headlight. With the relay de-energized, the
lamp is lit. When the system relay is energized by
Fig. 8 A.B.S. Diagnostic Connector Location
5 - 82 ANTI-LOCK 10 BRAKE SYSTEM Ä

DRIVE-OFF CYCLE
The DRIVE-OFF CYCLE takes place when the ve-
hicle reaches about 3 miles per hour the first time af-
ter an ignition reset. During this test, the modulator
solenoid valves are activated briefly to test their
function. The DRIVE-OFF CYCLE will be bypassed
if you drive-off with the service brake pedal de-
pressed.
LATCHING VERSUS NON-LATCHING FAULTS
Some faults detected by the (CAB) are latching.
The fault is latched and (ABS) function is disabled
until the ignition switch is reset (turned OFF/ON).
Thus (ABS) function is disabled even if the original
fault has disappeared during the ignition cycle in
which it occurred. Other faults are non-latching; any
warning lights that are turned on are only on as long
as the fault condition exists. As soon as the condition
goes away. The Amber Anti-Lock Warning Light is
turned off. Although a fault code will be set in most
cases. (Example:low accumulator fault will not be
stored for a time of 2 minutes after the fault is de-
tected).
BENDIX ABS SYSTEMS DIAGNOSTICS
The Bendix Anti-Lock 10 Brake System diagnos-
tics. Beyond the basic mechanical diagnostics, sys-
tems and components covered earlier in this section,
is accomplished by using the DRB II diagnostic
tester. See testing procedures outlined in the Bendix
Anti-Lock 10 Diagnostics Manual for the 1993 M.Y. Please reference the above mentioned manual. For
any further diagnostic service procedures that are re-
quired on the Bendix Anti-Lock 10 Brake System, re-
quiring the use of the DRB II diagnostic tester.
ON CAR HYDRAULIC ABS COMPONENT SERVICE
WARNING: FAILURE TO FULLY DE-PRESSURIZE
THE HYDRAULIC ACCUMULATOR BEFORE PER-
FORMING HYDRAULIC SYSTEM SERVICE OPERA-
TIONS. COULD RESULT IN INJURY TO SERVICE
PERSONNEL AND OR DAMAGE TO PAINTED SUR-
FACES. SEE SECTION 2 FOR ADDITIONAL WARN-
INGS AND CAUTIONS.
GENERAL SERVICE PRECAUTIONS
The following are general precautions that should
be observed when servicing the Anti-Lock Brake Sys-
tem and/or other vehicle systems. Failure to observe
these precautions may result in Anti-Lock brake sys-
tem damage. If welding work is to be performed on the vehicle,
using an electric arc welder, the (CAB) connector
should be disconnected during the welding operation. The (CAB) or hydraulic assembly connector should
never be connected or disconnected with the ignition
switch in the ONposition.
Many components of the Anti-Lock brake system are
not serviceable and must be replaced as an assembly.
Do not attempt to disassemble any component
that is not designed to be a serviced component.
DE-PRESSURIZING HYDRAULIC ACCUMULA- TOR
The pump/motor assembly will keep the hydraulic
accumulator charged to approximately 11,032 and
13,790 kPa (1600 and 2000 psi) any time that the
ignition is in the ON position. The pump/motor assem-
bly cannot run if the ignition is off or if either battery
cable is disconnected. Unless otherwise specified, the hydraulic accumula-
tor should be de-pressurized before disassembling any
portion of the hydraulic system. The following proce-
dure should be used to relieve the pressure in the
hydraulic accumulator: (1) With ignition off, or either battery cable discon-
nected, pump the brake pedal a minimum of 40 times,
using approximately 222 N (50 lbs.) pedal force. A
noticeable change in pedal feel will occur, when the
accumulator is discharged. (2) When a definite increase in pedal effort is felt,
pump pedal a few additional times. This will insure
removal of all hydraulic pressure from the brake sys-
tem.
CHECKING BRAKE FLUID LEVEL
CAUTION: Use only brake fluid conforming to DOT 3
specifications such as Mopar Tor Equivalent. Do not
use any fluid in the brake hydraulic system, which
contains a petroleum base. Do not use a container
which has been used for petroleum based fluids or a
container that is wet with water. Petroleum based
fluids will cause swelling and distortion of rubber
parts in the hydraulic brake system and water will mix
with brake fluid, lowering the fluid boiling point. Keep
all brake fluid containers tightly capped to prevent
contamination.
The hydraulic assembly is equipped with a plastic
fluid reservoir, with a filter/strainer located in the filler
neck of each reservoir section. The Anti-Lock brake system requires that the hy-
draulic accumulator be de-pressurized when checking
the fluid level. To check the brake fluid level, the
following procedure should be used: (1) With the ignition off, de-pressurize the hydraulic
accumulator by applying the brake pedal approxi-
mately 40 times, using a pedal force of approximately
220 N (50 lbs.). A noticeable change in pedal feel will
occur when the accumulator is de-
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 93

(7) Install high pressure hose to hydraulic assem-
bly (Fig. 7). Tighten the hose, to hydraulic assembly
fitting to 16 N Im (145 in. lbs)
(8) Fill hydraulic assembly brake fluid reservoir to
top of screen on the reservoir filter/strainer Fig. 9.
(9) Connect all electrical connectors to the hydrau-
lic assembly. (10) Bleed the entire brake system, see Bleeding
Brake System in this section of the Service Manual. (11) Replace all fresh air intake ducts, air cleaner
and washer bottle. (12) Check that the brake fluid in the hydraulic
assembly is at the correct level before moving vehicle
(Fig. 9). (See Checking Brake Fluid Level in this sec-
tion of the service manual).
BRAKE FLUID RESERVOIR
REMOVE
(1) Fully de-pressurize the hydraulic accumulator
by pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.
WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-
LIC ACCUMULATOR, BEFORE PERFORMING THIS
OPERATION, MAY RESULT IN PERSONAL INJURY
AND/OR DAMAGE TO PAINTED SURFACES.
(2) Remove as much brake fluid as possible from
the fluid reservoir, using a syringe or equivalent
method. (3) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent loosen bladder accumulator. Then remove the bladder accumulator and brake
fluid spray shield from the hydraulic assembly (Fig.
10). Remove high pressure banjo fitting from hydrau-
lic assembly.
(4) Using needle nose pliers, remove the three
fluid reservoir retaining pins from the hydraulic as-
sembly (Fig. 11). Compress the barb on the opposite
side of retaining pin to prevent pin from breaking.
(5) Remove reservoir from hydraulic assembly by
CAREFULLY prying between reservoir and hydrau-
Fig. 9 ABS Fill Level On Filter/Strainer
Fig. 10 Removing Bladder Accumulator
Fig. 11 Remove Reservoir Retaining Pins
Ä ANTI-LOCK 10 BRAKE SYSTEM 5 - 99

lic assembly with a blunt prying tool (Fig. 12). Use a
rocking motion to help disengage reservoir from
grommets while prying. BE EXTREMELY CARE-
FUL TO AVOID DAMAGING OR PUNCTURING
RESERVOIR DURING THIS PROCEDURE.
(6) Remove the brake fluid level sensor switch
from the reservoir. Remove switch by compressing
the retaining barbs (Fig. 13) on the end of the switch
and then slide switch out of the brake fluid reservoir
(Fig. 14) (7) Using fingers, remove the 3 reservoir grommets
(Fig. 14) from the hydraulic assembly or reservoir, and
discard. Grommets must not to be reused when
reservoir is installed on hydraulic assembly.
INSTALL (1) Thoroughly lubricate the new reservoir grom-
mets with clean brake fluid and install on reservoir
outlet ports (Fig. 14). The new reservoir grommets
supplied with reservoir, must ALWAYS be used. (2) Install brake fluid level switch into brake fluid
reservoir (FIG. 14). (3) Press reservoir into hydraulic assembly BY
HAND , using a rocking motion to help seat reservoir
into hydraulic assembly. Be sure that grommets are
fully seated in the hydraulic assembly. DO NOT AT-
TEMPT TO POUND RESERVOIR INTO HY-
DRAULIC ASSEMBLY, USING A HAMMER. (4) Using needle nose pliers, install the 3 brake fluid
reservoir to hydraulic assembly retaining pins (Fig.
11). Make sure that pins are fully installed with barbs
extending past reservoir on opposite side. (5) Reinstall the high pressure hose, banjo fitting
onto the hydraulic assembly and torque the fitting to
13 N Im (10.0 ft.lbs).
(6) Install the brake fluid spray shield and bladder
accumulator onto the hydraulic assembly. Install the
bladder accumulator by hand to be sure it does not bet
cross threaded. Be sure that the O-Ring on the
bladder accumulator is fully seated into the hy-
draulic assembly. (7) Using Oil Filter Band Wrench, Special Tool C-
4065 or equivalent, (Fig. 10) torque the bladder accu-
mulator to 48 N Im (35 ft. lbs.)
Fig. 12 Remove Reservoir From Hydraulic Assembly
Fig. 13 Fluid Switch Retaining Barbs
Fig. 14 Remove Brake Fluid Level Switch
5 - 100 ANTI-LOCK 10 BRAKE SYSTEM Ä

WARNING: FAILURE TO DE-PRESSURIZE HYDRAU-
LIC ASSEMBLY/ACCUMULATOR PRIOR PERFORM-
ING THIS OPERATION. MAY RESULT IN PERSONAL
INJURY AND/OR DAMAGE TO PAINTED SURFACES
OF THE VEHICLE.
(2) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent loosen bladder accumulator.
Then remove the bladder accumulator and brake
fluid shield from the hydraulic assembly (Fig. 17).
INSTALL
(1) Install the brake fluid spray shield onto the hy-
draulic accumulator (Fig. 1). (2) Install the bladder accumulator onto the hy-
draulic assembly by hand. Be sure that the O-Ring
on the bladder accumulator is fully seated into the
hydraulic assembly. (3) Using Oil Filter Band Wrench, Special Tool
C-4065 or equivalent, (Fig. 17) torque the bladder ac-
cumulator to 48 N Im (35 ft. lbs.)
(4) Turn ignition switch to the run position to en-
ergize the pump/motor assembly and pressurize hy-
draulic system. Check for leakage at the hydraulic
assembly to hydraulic bladder accumulator fitting. (5) Again de-pressurize accumulator by pumping
brake pedal a minimum of 40 times. Use procedure
described in De-Pressurizing Hydraulic Accumulator
in this section of the service manual. (6) Then check the brake fluid level in the hydrau-
lic assembly reservoir. If brake fluid level is low, fill
reservoir to proper level (Fig. 15) with Mopar tbrake
fluid or equivalent conforming to DOT 3 require-
ments.PROPORTIONING VALVES (FIG. 18)
CAUTION: Proportioning valves should never be dis-
assembled or repaired in any way, repair is by re-
placement only.
REMOVE (1) Fully de-pressurize the hydraulic accumulator by
pumping brake pedal a minimum of 40 times. Use
procedure described in De-Pressurizing Hydraulic Ac-
cumulator listed earlier in this section.
WARNING: FAILURE TO FULLY DE-PRESSURIZE THE
HYDRAULIC ASSEMBLY/ACCUMULATOR PRIOR TO
REMOVING THE PROPORTIONING VALVE. MAY RE-
SULT IN PERSONAL INJURY AND/OR DAMAGE TO
PAINTED SURFACES OF THE VEHICLE.
(2) Remove fresh air intake ducts and air cleaner.
(3) Remove pressure and return hose (Fig. 5) from
hydraulic unit. (See Pressure and Return Hose Section
For Proper Removal Procedure). (4) Remove brake tube from the proportioning valve
that requires servicing. (5) Remove proportioning valve requiring service
from the hydraulic assembly (Fig. 19).
INSTALL (1) Install proportioning valve on hydraulic assem-
bly and tighten to 40 N Im (30 ft. lbs.) torque.
(2) Install brake tube on proportioning valve.
Tighten tube nut to 16 N Im (145 in. lbs.) torque.
(3) Install hydraulic pressure and return hoses.
Torque pressure hose to hydraulic assembly fitting to
16 N Im (145 in. lbs). Torque return hose to metal tube
hose clamp to 1 N Im (10 in. lbs.).
(4) Install fresh air intake duct and air cleaner.
(5) Bleed the affected brake line, see Bleeding Brake
System in this section.
Fig. 17 Remove And Install Bladder Accumulator
Fig. 18 ABS Proportioning Valve
5 - 102 ANTI-LOCK 10 BRAKE SYSTEM Ä